Liquid Wind
Liquid Wind is a leading developer of eFuel facilities with a vision to reduce the world’s dependency on fossil fuel, particularly in hard-to-abate sectors such as global shipping and aviation.
ID: 306089699073-56
Lobbying Activity
Response to Revision of the EU’s energy security framework
12 Oct 2025
Liquid Wind welcomes and strongly supports the European Commissions initiative to revise and strengthen the EU Energy Security Framework. The Commissions focus on resilience, preparedness, and the energy transition is both timely and essential. Please find attached our response to the Energy Security Framework consultation. Liquid Wind is committed to advancing Europes energy transition and security through large-scale renewable e-fuel projects.
Read full responseResponse to Proposal for a Regulation on Military Mobility
8 Oct 2025
Liquid Wind welcomes the European Commissions initiative on the Military Mobility Package and its recognition of the need for increasing security of fuel supply for military use. The European Commissions observation that military mobility needs are not given sufficient consideration in the current legal framework for energy and the proposal to explore prioritisation of military use or other measures to enhance fuel supply security reflects a thoughtful and necessary step toward aligning energy policy with defence preparedness. We commend the Commission for raising this issue and initiating a dialogue on how energy legislation can better support operational resilience. As a producer of renewable fuels of non-biological origin, produced from domestic feedstock, Liquid Wind supports efforts to ensure that future energy systems are not only sustainable, but also robust and capable of meeting strategic defence requirements. Liquid Wind wishes to underline that Europes security, competitiveness, and climate goals are now aligned. Increasing European civil-military synergies can reduce exposure to volatile fossil imports while enabling resilient e-fuel production using domestic feedstock, electricity, and carbon dioxide. The EUs oil import dependency stands at around 95%, creating a major strategic vulnerability. Scaling up domestically produced e-fuels can transform this risk into industrial strength. Please see attached our contribution to the Military Mobility Package.
Read full responseResponse to Sustainable transport investment plan
3 Sept 2025
Response to public consultation regarding the Sustainable Transport Investment Plan About Liquid Winds RFNBO Project Pipeline and Its Contribution to EU Objectives Liquid Wind, in collaboration with an all-European consortium comprising Alfa Laval, Carbon Clean, Siemens Energy, Topsoe, and Uniper, is currently developing five e-methanol production facilities, four in Sweden and one in Finland. Upon reaching Final Investment Decision (FID), these projects will supply 500,000 tons of e-methanol (2.5 TWh) annually to the shipping industry. Production is scheduled to begin in 2027 and ramp up through 2029, resulting in the annual avoidance of nearly 1 million tons of CO emissions from fossil-based shipping fuels. Supporting these projects will contribute to: Affordable Energy: Scaling up production will reduce costs through economies of scale and technological innovation, benefiting the entire RFNBO industry. Energy Security: Increased European RFNBO production will diversify energy sources and reduce reliance on foreign suppliers. Competitiveness: A robust European RFNBO industry will reduce dependence on imported fossil fuels and position Europe as a global leader in RFNBO production and export. Decarbonization: RFNBOs offer a viable pathway to decarbonize sectors that are difficult to electrify, such as heavy transport (shipping, aviation) and certain industrial processes. Securing Europes competitiveness, strategic energy independence, and climate neutrality The production of Renewable Fuels of Non-Biological Origin (RFNBO) is essential to securing Europes competitiveness, strategic energy independence, and climate neutrality by 2050. RFNBOs are critical for decarbonizing hard-to-abate sectors such as shipping and aviation. According to the European Commissions impact assessment of the 2040 target, RFNBOs will constitute more than half of the liquid fuels used in Europe by 2050. Despite their strategic importance, current European policy and financing frameworks have not sufficiently incentivized investment at the scale required to foster RFNBO production. Projected output remains inadequate to meet industrial demand, placing the EU at risk of lagging behind in another vital green sector. Currently, China leads in RFNBO production capacity, particularly in e-methanol and e-ammonia. Analyst firm GENA Solutions estimates the European e-methanol project pipeline at 6.8 Mt. However, only 3% of these projects have reached FID, primarily due to the absence of long-term off-take agreements. Notably, 87% of all binding off-take agreements for renewable methanol have been signed with Chinese suppliers. Liquid Wind urges the European Commission to prioritize domestically produced fuels, positioning the Sustainable Transport Investment Plan as a cornerstone for both sustainability and European security. As emphasized in the Safer Together report by Sauli Niinistö, former President of Finland and Special Adviser to the President of the European Commission, there is a strategic opportunity for enhanced dual-use and civil-military cooperation within the EU framework: The low-carbon energy transition can reduce our militaries dependence on foreign fuel imports and exposure to commodity price shocks, while improving operational effectiveness, ensuring reliable sources of green energy and managing any supply chain dependencies. As noted by Mario Draghi in The Future of European Competitiveness, decarbonization offers an opportunity for Europe to lower energy prices, take the lead in clean tech, and become more energy secure. Draghi also points out that although Europe is comparatively weaker in digital innovation, it is a leader in clean tech innovation. EU companies are first movers in sub sectors of sustainable transport such as RFNBO production. The EU holds a significant share of global high value patents and tops rankings for innovation in low carbon fuels, essential for decarbonizing aviation and maritime transport in the
Read full responseResponse to EU Ports Strategy
24 Jul 2025
Liquid Wind är en ledande utvecklare av produktionsanläggningar för e-bränsle (e-metanol) för sjöfarten. Vårt yttrande fokuserar uteslutande på frågeställningar kopplade till tillgång till och hantering av hållbara bränslen i hamnar, med särskild relevans för sjöfartens energiomställning. I linje med kommissionens problembeskrivning, där det konstateras att hamnar blir centrala plattformar för framtidens energisystem och klimatomställningen inom industrin, vill vi betona vikten av att framtidens hamnstrategi utformas så att den även stärker EU:s energiresiliens och försörjningssäkerhet inom transportsektorn. Liquid Wind vill bidra till det fortsatta arbetet med strategin genom att lyfta ett antal prioriterade frågor samt dela erfarenheter och relevant information från ett projekt- och marknadsperspektiv. 1. Infrastruktur för energiomställning Strategin bör främja utbyggnaden av infrastruktur för lagring, bunkring och hantering av nya bränslen såsom e-metanol. Detta innefattar även tillgång till elnät, mark och logistiklösningar för produktion och mellanlagring i hamnnära områden. Samtidigt måste utvecklingen av landströmsförsörjning och fossilfri hamndrift genomföras på ett sätt som undviker investeringsrisker och framtida inlåsningar i lösningar som riskerar att bli irrelevanta eller strandade. 2. Investeringsförutsättningar och marknadstillgång För att säkerställa skala och tillgänglighet av hållbara bränslen bör strategin tydligt kopplas till sjöfartens EU-regelverk. Infrastrukturinvesteringar i detta skede kännetecknas av hög kapitalintensitet och regulatorisk osäkerhet, särskilt för projekt som är de första i sitt slag. Strategin bör därför adressera behovet av långsiktig förutsägbarhet, riskdelning och tillgång till ändamålsenliga finansieringsinstrument. Det är avgörande att motverka snedvridningar i konkurrens mellan hamnar, både inom EU och gentemot tredjeland, där tillgången till hållbara bränslen, tillämpningen av klimatkrav och investeringstakten varierar. Eftersom operatörer i praktiken kan anpassa sina rutter utifrån tillgången till godkända bränslen och operativa kostnader, riskerar ojämlika villkor att undergräva såväl miljöambitioner som marknadsbalans. Strategin bör därför aktivt främja ett harmoniserat regelverk och jämförbara incitament för att säkerställa konkurrens på lika villkor mellan hamnar i och kring unionen. 3. Regelharmonisering och vägledning För att möjliggöra skalbara och säkra bränslelösningar krävs harmoniserade krav och vägledning på EU-nivå. Strategin bör därför främja gemensamma tekniska standarder, säkerhetsföreskrifter och förutsägbara tillståndsprocesser för ny infrastruktur inom hamnområden. Det är samtidigt avgörande att strategin tar hänsyn till att förutsättningarna skiljer sig åt mellan medlemsstaterna vad gäller hamnstruktur, styrningsmodeller och myndighetsansvar. En effektiv europeisk strategi bör därför erbjuda en flexibel men målmedveten ram som möjliggör nationell anpassning, samtidigt som den vägleder mot gemensamma mål för konkurrenskraft, energiintegration och klimatneutralitet. 4. Säkerhet och kompetens Införandet av nya bränslen i hamnverksamhet förutsätter tydlig vägledning kring säker hantering, inklusive gemensamma krav på brand-, miljö- och explosionssäkerhet. Det är också viktigt att säkerställa att relevant personal, inklusive hamnoperatörer och externa tjänsteleverantörer, har tillgång till uppdaterad utbildning och träning. Strategin bör bidra till en enhetlig syn på kompetensbehov och säkerhetsrutiner inom EU, och samtidigt stärka lokal förmåga att hantera risker kopplade till nya drivmedel. Vi ser fram emot fortsatt dialog och en strategi som konkret möjliggör investeringar i en framtidssäker, fossilfri och konkurrenskraftig europeisk hamnsektor.
Read full responseResponse to EU industrial maritime strategy
21 Jul 2025
Liquid Wind is a leading developer of e-fuel production facilities, turning fossil free energy and biogenic CO2 into e-methanol for the shipping industry. Liquid Wind welcome the European Commissions initiative to develop an EU Industrial Maritime Strategy and appreciate the opportunity to contribute to this important consultation. Leading a consortium of industrial actors committed to decarbonizing maritime transport, we strongly support the Commissions ambition to enhance the competitiveness, sustainability, and resilience of Europes maritime sector. The production of Renewable Fuels of Non-Biological Origin (RFNBO) will be instrumental in ensuring Europe's competitiveness, strategic energy security, and the achievement of climate neutrality by 2050. RFNBOs play a pivotal role in decarbonizing hard-to-abate sectors such as shipping. According to the European Commissions impact assessment of the 2040 target, more than half of the liquid fuels used in Europe by 2050 will be RFNBO. Despite this recognized importance, the current European policy and financing framework has not sufficiently incentivized investments at the scale necessary to foster RFNBO production. Projected production levels remain inadequate to meet industrial demand, placing the EU at risk of falling behind in yet another critical green sector. At present, China holds a clear lead in RFNBO production capacity, particularly in e-methanol and e-ammonia. According to the analyst firm GENA Solutions, the e-methanol project pipeline in Europe amounts to 6.8 Mt. However, only 3% of these projects have reached Final Investment Decision (FID), largely due to the lack of long-term off-take agreements. Notably, 87% of all binding off-take agreements in renewable methanol have been signed with suppliers in China. RFNBO production is currently in a critical commercialization and scale-up phase. However, existing European public funding mechanisms primarily support either innovation (Innovation fund) or cost-effectiveness (Hydrogen Bank), making it challenging for RFNBO projects to secure adequate financial backing. To bridge this gap and accelerate the scale-up of RFNBO production, the European Union must develop targeted funding instruments that support large-scale commercialization. It is our conviction that this must be at the heart of the forthcoming EU Industrial Maritime Strategy. An all-European consortium consisting of Alfa Laval, Carbon Clean, Liquid Wind, Siemens Energy, Topsoe, and Uniper is currently developing five e-methanol production facilities, four in Sweden and one in Finland. Upon reaching FID, these projects will deliver 500,000 tons of e-methanol (2.5 TWh) annually, with production starting in 2027 and ramping up until 2029. If the EU Industrial Maritime Strategy supports the realization of these projects, this will contribute to: Affordable Energy: Scaling up production will drive down costs through economies of scale and technological innovation, benefiting the entire RFNBO industry. Energy Security: Increased domestic RFNBO production will enhance Europe's energy security by diversifying energy sources and reducing reliance on potentially unstable foreign suppliers. Competitiveness: Fostering a robust domestic RFNBO industry will reduce dependence on imported fossil fuels and position Europe as a global leader in RFNBO production and export. Decarbonization: RFNBOs offer a viable pathway to decarbonize shipping.
Read full responseResponse to Evaluation on the operation of the Innovation Fund - 2025
8 Jul 2025
Liquid Wind is a leading developer of eFuel facilities, currently developing five e-methanol production projects together with an all-European consortium, four in Sweden and one in Finland. Upon reaching Final Investment Decision (FID), these facilities will collectively produce 500,000 tons of RFNBO-compliant e-methanol annually (equivalent to 2.5 TWh). This output can be used as a fossil-free marine fuel or as a feedstock for e-SAF in aviation. The production of Renewable Fuels of Non-Biological Origin (RFNBO) is essential to ensuring Europes strategic energy security, industrial competitiveness, and climate neutrality by 2050. RFNBOs are particularly critical for decarbonizing hard-to-abate sectors such as shipping and aviation. According to the European Commissions own 2040 impact assessment, more than half of Europes liquid fuel demand by 2050 will need to be met by RFNBOs. Despite this strategic importance, the current EU policy and funding framework has not sufficiently incentivized investment at the scale required. According to the analyst firm GENA Solutions, the European e-methanol project pipeline stands at 6.8 Mt, yet only 3% of these projects have reached FID, primarily due to the absence of long-term off-take agreements. Notably, 87% of all binding off-take agreements in renewable methanol have been signed with Chinese suppliers, underscoring the EUs risk of falling behind in this critical green sector. RFNBO production is now at a pivotal commercialization and scale-up phase. However, existing EU funding instruments, such as the Innovation Fund and the Hydrogen Bank, are primarily designed to support either innovation or cost-efficiency. This leaves a significant gap for projects that are technically mature but require support to scale. Recent applicants f the Innovation Fund have observed that awarded grants are often lower than initially projected. This is largely due to changes in the definition of Relevant Costs, which have narrowed the scope of eligible expenditures. Additionally, the Commissions profitability assessment methodology, based on WACC and NPV, tends to yield a lower support baseline compared to internal ROI-based calculations commonly used by project developers. Stricter cost-efficiency criteria have further reduced the level of support available. To accelerate RFNBO deployment and ensure Europes leadership in this field, we urge the Commission to reform the Innovation Fund or introduce complementary instruments that support large-scale commercialization. Without such measures, the EU risks missing its climate targets and ceding industrial leadership in RFNBO production to global competitors.
Read full response7 Jul 2025
Liquid Wind is a leading developer of eFuel facilities currently developing five e-methanol production facilities, four in Sweden and one in Finland. Upon reaching FID, these projects will deliver 500,000 tons of RFNO-compliant e-methanol (2.5 TWh) annually. We support the Commissions plan to include smaller general cargo ships and offshore vessels between 400 and 5 000 GT in the ETS but urge that all vessels in this range be included to ensure fairness and prevent reclassification to avoid ETS costs. Excluding ships under 400 GT is a missed opportunity, as smaller vessels are well positioned for faster transformation. We also call for all publicly owned vessels to be included in the ETS, which would help drive the shift to renewable fuels through public procurement. Additionally, we recommend phasing out the exemption for island traffic within the EU. For example, in Sweden, traffic to and from Gotland accounts for a substantial share of national shipping emissions. Such exemptions create uncertainty for companies like Liquid Wind, making it difficult to predict future demand for E-fuels and to make investment decisions, especially since Member States can alter exemptions with little notice. For sustainable shipping to advance, it is also problematic that not all international maritime emissions are covered and that exemptions persist for outermost regions. We urge the Commission to reduce these exemptions to strengthen incentives for transformation and improve sustainable transport competitiveness. Despite the recognized importance of RFNBOs for Europe to reach net zero, the current European policy and public funding framework has not sufficiently incentivized investments at the scale necessary to foster RFNBO production. Projected production levels remain inadequate to meet industrial demand, placing the EU at risk of falling behind in yet another critical green sector. At present, China holds a clear lead in e-fuel production capacity for the shipping industry. We therefore see a need to either reform the Innovation Fund or establish a dedicated fund for sustainable fuels in heavy transport, such as shipping and aviation. Although ETD has yet to be finalized, it is clear that shipping and aviation will remain exempt. Therefore, it is crucial to maintain a high level of ambition for these sectors within the ETS. We caution against introducing price caps or floors, as these would undermine the market-based nature of the ETS, which has been key to its success. When utilizing a mixed stream of CO2 in RFNBO-production, which contains both biogenic and fossil CO2, according to the Swedish Environmental Protection Agency, the obligation to surrender allowances for the fossil share falls on the RFNBO producer, while the original ETS installation retains its entitlement to free allocation. This regulatory approach penalizes innovative companies by imposing extra costs, while the original emitter retains its free allocation regardless of whether the CO is released or reused. The lack of clarity and fairness in responsibility and allowance allocation creates significant obstacles for scaling up sustainable fuel production in the EU. We therefore urges the Commission to reconsider the current approach to ensure that the responsibility for surrendering allowances and the allocation of free allowances is aligned with actual emissions and climate benefits. The system should avoid penalizing CO utilization and instead support the integration of innovative value chains like RFNBOs.
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